Most students and pilots do much better with proper rudder control, proper yaw control, with a crosswind. The crosswind forces pilots to walk the rudders a bit either to bracket the centerline between their legs (side slip technique) or to keep the wing level and bracket the butt to centerline in a crab. Once aligned, there is absolutely no need to turn bringing adverse yaw, incorrect yaw, into the mix. Pilots tend to wing wag (use aileron in attempt to turn to stay aligned) worse in a no wind or very light crosswind. Once you have the right wing down and somewhat stabilized, there is not temptation to try to coordinate aileron and rudder to bracket the centerline between your legs. The same is true in a no wind, but when we try to make small coordinated turns to bracket the centerline between our legs the aileron (steering wheel) going down yaws the nose the wrong way initially unless we concentrate on leading rudder. This is very disruptive and unnecessary. Good job with the crosswind and hold the side slip until the right main wheel touches down first. You levelled the wing just prior to touchdown on the second one. The left drift is what squiggled it a bit. The wind was more directly down the runway on the last one. Notice just a bit more wing wagging. This is common but try putting your hands in your lap for a bit and just use rudder for alignment when there is no crosswind drift or no wind. Getting aileron out of the picture allows a bit more concentration on throttle for glide angle and rate of descent control. We get better dynamic throttle control of this at slower speeds with full flaps. The 150 can land as slowly and softly as a Champ or J-3 Cub using full flaps and dynamic throttle. Good job.
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Nice
Most students and pilots do much better with proper rudder control, proper yaw control, with a crosswind. The crosswind forces pilots to walk the rudders a bit either to bracket the centerline between their legs (side slip technique) or to keep the wing level and bracket the butt to centerline in a crab. Once aligned, there is absolutely no need to turn bringing adverse yaw, incorrect yaw, into the mix. Pilots tend to wing wag (use aileron in attempt to turn to stay aligned) worse in a no wind or very light crosswind.
Once you have the right wing down and somewhat stabilized, there is not temptation to try to coordinate aileron and rudder to bracket the centerline between your legs. The same is true in a no wind, but when we try to make small coordinated turns to bracket the centerline between our legs the aileron (steering wheel) going down yaws the nose the wrong way initially unless we concentrate on leading rudder. This is very disruptive and unnecessary.
Good job with the crosswind and hold the side slip until the right main wheel touches down first. You levelled the wing just prior to touchdown on the second one. The left drift is what squiggled it a bit.
The wind was more directly down the runway on the last one. Notice just a bit more wing wagging. This is common but try putting your hands in your lap for a bit and just use rudder for alignment when there is no crosswind drift or no wind. Getting aileron out of the picture allows a bit more concentration on throttle for glide angle and rate of descent control. We get better dynamic throttle control of this at slower speeds with full flaps. The 150 can land as slowly and softly as a Champ or J-3 Cub using full flaps and dynamic throttle. Good job.